Method and means for the installation of rail track



Jan. 3o, 1962 M. KHAL". 3,018,967

METHOD AND MEANS FOR THE INSTALLATION OF' RAIL TRACK Filed March 12,1955 4 Sheets-Sheet 1 n x lig@ w Jan. 30, 1962 M. KHALIL 3,018,967

METHOD AND MEANS FOR INSTALLATION OF RAIL TRACK Filed March 12,. 1953 4Sheets-Sheet 2 fl! 'I y MUHAhm/D KHAL/L nwe/wrok Jan. 30, 1962 M. KHALIL3,018,967

METHOD AND MEANS FOR THE INSTALLATION OF RAIL TRACK Filed March 12. 19534 Sheets-Sheet 3 Jan. 3o, 1962 M. KHALIL METHOD AND MEANS FOR THEINSTALLATION OF RAIL TRACK 4 Sheets-Sheet 4 Filed March 12, 1953 IWI/ENTo@ example:

ff' Stats The present invention relates to a new and improved method ofinstalling rails and to universally applicable fastening assemblies,including resilient clamps for securing railway rails having a flat baseto railway sleepers of any type such as, for example, wooden, metalcastings or concrete, and more particularly, to a manner usingadjustable resilient cl-amps.

When two pairs of said fastenings made in accordance with the presentinvention are fitted about the rail seats of a sleeper v either byhooking the end of the fastening itself through a slotted hole in theback plate of the seat or by providing additional means of connection,e.g., a rivet, screws, spike or bolt, said fastenings will permanentlyarrest creep of the rails or absorb vertical movement orthe so-calledwave motion of the rails, without appreciably disturbing the sleeper andthe ballast underneath as well as enable the gauge of the track to beminutely adjusted and maintained with little or no further attention onthe part of the permanent way staff.

It is known to railway engineers that most of the common types of trackfastenings in use today are in some respects limited in their utilityand function; for

(a) The Well known dog spike neither prevents lcreeping nor allowssatisfactory gauge adjustment. They have to be hammered down frequentlyto keep contact with the rail owing to their failure to withstand thedirect leverage from action of the rail anges tending to pull them outfrom the sleeper under the impact of fast moving loads.

(b) The various types of solid tapered rail keys, which are a commonfeature of a number of existing types of sleepers, prevent rail creepingonly against the direction of their taper. Furthermore, such keys cannotbe manipulated to adjust the gauge and even if so, such manipulation isonly possible to a very limited extent except where four keys persleeper are applied. A further disadvantage is that such keys have to bemanufactured to a close tolerance in order to obtain a satisfactory teven where particular rail types and sleepers are used, since thefitting range is highly limited due to their non-resiliency. As a resultsuch keys, after little wear and tear by their service, tend to loosenand slip through the sleeper jaws, unless they are supplemented by'liners to keep them right. Moreover, the taper keys fail to impart thedesired resiliency to the track owing to the rigid attachment betweenthe rail and the sleeper and the vertical forces thus imparted by therails to the sleepers quickly tend to undo and crush the ballast packingand induce blowing and pumping under the sleepers. Furthermore, suchkeys are also easily removable and stolen from the track along with themovable loose jaws with which they are commonly tted on the sleepers.

(c) The solid types of rail clip-and-bolt fastening systems do not.allow for fine gauge adjustment which is necessary for high speedtracks and the rigidness of the clips tends to shake loose the boltsthereby necessitating frequent attention. For the same reason thisfastening system frequently fails to check creeping effectively.

(d) The various types of loose rail anchors are, at most, effectiveagainst creeping in one direction at a time only. Actually, such anchorsare supplementary track `working position against the rail base.

VQ" was.,

fittings used in addition to dog spikes, etc., and are not meant toserve as independent fastenings between rails and sleepers.

(e) The various arrangements of critter-pins and gibs which are usedwhere sleepers have pots or plates coupled together by means oftie-rods, can only serve for a restricted range of gauge adjustments anddo not function as fastenings between rails and sleepers.

lt is therefore an object of the present invention to provide a trackfastening combining the following most desirable and important features:

(l) To prevent rail creeping in either direction,

(2) To provide an adequate range of gauge adjustment to cover allpractical service requirements for high looseor re uire stead suervision and which is alsosuitably protected against sabotage orpilfering.

It is a further object of the present invention to provide a trackfastening which is suitable to absorb impacts from moving loads, thushelping the sleeper to act elastically, whereby the ballast below Yitremains more or less undisturbed by trains moving at high speeds. Thiswill result in a substantial increase of the useful life of the sleeperas well as an appreciable saving in the cost of maintenance.

lt is yet another object of the present invention, especially in thecase of wooden sleepers, to rendersupertluous single or doubleshouldered bearing plates under the rails but rather permits the use ofthe relatively simple and inexpensive flat bearing plates where thenecessary Vrim may' be created while forming the Vrail seats in thesleepers, since the effect of a shoulder is effectively performed by thefastening itself.

It is finally another object of the present invention to perform a closegauge adjustment of the track by placing adjustable rail fasteners atboth sides of at least one rail.

According to the present invention the fasteners consist of elementswhich may be applied to the standards universally used in trackstructures and comprise a cam capable of pressing against a lateral edgeof a rail base Vand a resilient clamp pressing down the rail baseJ saidfastening element being pivotable in a manner so as to bring it from aninitial position allowing for the placement of the rail into a Workingposition in which it keeps the rail in exact adjustment.

Preferably', a steel bar of flat, square or round section is forged,punched or coiled in such a manner that one end of the bar is shaped toresemble a cam in plan View with the other end of the bar bent backsubstantially above said cam to form a jaw suitable to press down intoThe cam then works against the side edge of the rail base and thejawformed end then lies at the same time on the upper inclined surfaceof the rail base. This is accomplished after the fastener has beenpivoted on a bolt or the like put through a hole provided eccentricallyin the cam end, which bolt also secures the fastener assembly to thesleeper.

lf desired, the separate connecting means may, as an alternativearrangement, be replaced by a forged rivet extruded from the Vrail seator by a welded hook which performs the fastening through a slotted holein the rail seat on the sleeper. Where a separate eccentric washer inlieu of thefcam-shaped end of the fastening is used, the clip and thelower portion accommodating the eccentric washspiace? er may preferablybe made of a bar that is square in crosssection. Such an eccentricwasher which may be made of cast iron or steel, has a nut shaped collarprojecting above the top surface of the cam portion of the clip. Thesecuring connection, i.e., a bolt, rivet, etc., passes through the holein the washer, and the arrangement has the added advantage that the clipas well as the washer can be rotated independently of one another. Themanipulation of the collared washer by means of a special Spanner wrenchgradually moves the clip towards or away from the rail, due to theeccentricity of the washer which serves the same purpose as the caniprofile in the one piece arrangement referred to above.

The present invention is illustrated in the accompanying drawings inwhich like reference letters in the various figures indicatecorresponding parts.

FIGS. 1, 2, 3 and 4 are plan views of four sets of the said fasteningassemblies, in one row on the rail seats of four sleepers illustratingvarious positions of the various fastening means to assure a correctpositioning and holding of the rail.

FIG. 1 illustrates the initial position of each pair of fasteningassemblies in which they are clear of the rail to facilitate theinstallation on the sleepers of the rails.

FIGS. 2, 3 and 4 show the possible close adjustment in the location of arail by a change in the positions of the cams whose pivoting causes therail to move laterally to diminish or widen the gauge between the rails.

FIGS. 5, 6, 7 and 8 are cross sectional elevations of a steel troughsleeper, a wooden sleeper, a cast iron sleeper and a prestressedconcrete sleeper respectively, illustrating the adaption of the saidfastening means to said miscellaneous types of sleepers by using, forexample, either rivets or bolts in the case of steel sleepers or roundspikes, coach screws or fang bolts in the case of wooden sleepers, orscrews or bolts in the case of cast iron sleepers and head screws oranchor bolts in the case of concrete sleepers.

In the illustrations shown in FIG. 5, rivets are used for connectionwith spike connections being employed for the wooden sleeper in FIG. 6,screw connections for the cast iron sleeper in FIG. 7 and boltconnections for the concrete sleeper in FIG. 8. The embodiments shown inFIGS. to 8 illustrate that the use of the fastening assemblies made inaccordance with the present invention when used with any type of sleeperobviates the necessity of providing rimmed bearing plates or jaws on therail seats since the necessary lateral support of the rail is providedby the fastening itself.

FIGS. 9 and l0 illustrate details of a pair of fastenings shown in FIGS.l and 2 in initial and working positions respectively then keeping therail base in correct position.

FIGS. 11 and 12 are elevations taken along lines U-U and V-V'respectively in FIGS. 9 and 1.0. These views particularly illustrate theelastic expansion of the clip end of the fastening while pivoting fromits initial to its working position.

Referring now to the drawings, FIGS. 1 through 12, A defines a rail, V arail seat resting on the top of a sleeper. Cr and Cl symbolize a pair ofcoordinated right and left-handed fastenings of identical, but oppositehanded structure, having holes D suitable to receive connecting linksprojecting from rail seats B. E is the clamping top portion of a clampwhich embraces the slanted surface F of the rail base in workingposition. G defines the bottom portion of the clamp pivoting around holeD and buttng against the side edge of the rail base H.

FIGS. 9 to 13 illustrate all structural details of the clamps and theirapplication for rail fastening. This embodiment of the clamp is made ofa flat strap of resilient material C. A hole D is eccentrically providedwith reference to the cam-shaped curvature of the strap end. As seenfrom FIG. 9, the top portion E of the 4 clamp is bent back to form avertical loop and finally twisted so as to form an approximatelysemi-circular jaw, adapted to press against surface F commensurate withthe pivoting of the clamp.

FIGS. 14 to 16 illustrate another species of the inventive clamp and ofits application. The clamp is made of bars which may be square or roundin cross-section. In FIG. 14, C is a bar which is square incross-section, its ends being cut to form a wedge K with one end beingcoiled to form an eccentric eyelet G1 while the other end is bent backto end into a left handed or right handed open jaw E1, as shown in planview by FIG. 15 and in end view by FIG. 16.

FIGS. 17 to 2O illustrate another form of the invention in which aseparate eccentrically punched washer is used to build up a cam effectas necessary for gauge adjustment. FIG. 17 shows the eccentric washer Lin plan view and side elevation provided with a hole J, a nut shapedcollar M and a cylindrical portion N fitting into the eyelet which isformed of one of the wedgeshaped ends G2 of bar C2, as shown in FIG. 18.The other end of bar C2 illustrated on this View as still being straightis subsequently bent to form a right handed or left handed jaw-shapedloop E2 similar to but shorter than those shown in FIGS. 15 and 16.

A plan view of the assembly fastenings Cr2 and C12 is shown in FIG.19'with a sectional view taken along line X-X of FIG. 19 beingillustrated in FIG. 20. By this arrangement the clipping portion of theclamp may remain stationary while the gauge adjusting manipulation isaccomplished by means of the eccentric washers L. The position of theclips as shown in FIG. 19 provides a. shoulder constantly buttingagainst edge H on either side of the rail base and is thereforepreferable to be adopted throughout the track.

FIGS. 21 to 24 show still another for-1n made in accordance with thepresent invention in which a hook formed under the bottom portion of aclamp by forging, pressing, welding or riveting takes the place of theseparate connecting means, e.g., bolts, rivets, spikes, etc. lIn FIG. 21a slotted hole D1 in the rail seat B is shown in the top view on eitherside of the track rail A. In FIG. 22 a hook P is shown riveted on thelower arm G3 of theriainp forming a cam, which in all other respects issimilar to that shown in FIGS. l to 13. The hook P is inserted throughthe larger end of the hole D1 in the rail seat and engages with thesmaller end of the slot in the working position of the clamp. As shownin FIG. 2l, the slotted hole DI lies partly under the rail, whereby theclamp once inserted cannot be removed unless the rail is removed. Thehook P acts as a pivot and at the sarne time forms a connection in thesame manner as the separate connecting means hereinbefore described. Theassembly of clamps C3r `and CSI is shown in FIG. 23 in plan view and inthe sectional view taken along lines Y-Y in FIG. 24.

When fastenings made in accordance with `any of the illustrativeembodiments hereinbefore described have been attached to the sleepers ina length of track, the rails can be conveniently placed in position, asshown in FIGS. l and 9 without removing or loosening connections at D.For this purpose the fastenings have simply to be turned about thepivoted connections by means of a tommy bar or lever in such a mannerthat the shortest radius of the cam shaped end G is open to the edge ofthe rail foot N and the clip end E of the fastening is ialso clear ofthe rail. The fastenings on either side of the rail seat, by virture ofthe cam shaped construction, can be moved nearer or farther from theedge of the rail foot I-I but in either a clockwise or an anti-clockwisedirection only according to whether they are right handed or lefthanded, as shown by arrows in FIGS. l, 2, 9 and l0,

It is an inventive feature of the present invention that the clipportion of the clamp on butting of the cam against the rail edge (FIGS.10 and l2), the end of the upper arrn Q forming the clip, by virture ofthe spring action, has already surpassed the highest point of its pathon the slanted surface F of the rail base. Thus when the clamps areturned in their inal positions as shown in FIGS. 10, 15 and 23, theirtips Q have already reached a lower level on the rail base than theirhighest position and thus would resist a sliding back into theirstarting position, thereby supporting the butting position of the camagainst the rail edge. Thus the inventive arrangement reinforces thegrip of the clip in arresting any creeping. Although the clamps on therail seats are so disposed with the normal direction of creep of therail in the case of a possible revers-al of that direction of creep inthe track, the clamps are prevented lfrom giving way by the combinedlocking action of the clip and cam portion of the clamp which tends tosustain the correct position.

Aside from the requirements of wide gauges on sharp curves or tightgauges on tangent track, all types of rail seats need some means ofgauge adjustment to compensate for both of them in the manufacture or inthe boring of the rail seats and of the clamps, the inventive clamps asdisclosed provide the necessary possibilities of gauge adjustments.First, the average range covered by the manipulation of the inventiveclamps is at approximately -a right angle. The rotation of the c'am endof the fastening by one right angle should therefore provide for vthedesired gauge adjustment to cover all practical requirements. Thelimiting radii of the cam proiile can easily be made to vary by about1A", which figure is the maximum adjustment that may be required. Bymanipulation of the fastenings on either side of the rails forming thetrack, the nest gauge adjustment can be obtained and it is permanentlyretained by Virtue of the combined pressure of the upper and lower armsE and G of the clamp against base F of the rail as well as against itsedge H.

In the case of the fastening with a separate cam, that is where aseparate cam shaped washer (FIGS. 17 to 20) is used, said washer itselfsupplies the necessary provision for gauge adjustment since it may bemanipulated independently from the clip.

A steel or cast iron tie plate is normally used on wooden sleepers ofthe hard wood variety,.e.g., sal, oak, pynkado, in which bearing platesas shown in FIG. 6 for wooden sleepers may be omitted and the clamp maybe secured by means of round spikes or coach screws only. A preferablearrangement where 4wooden sleepers are used, are dog spikes and singleshouldered bearing plates as illustrated in FIGS. 25 to 30. In thismodilied arrangement the fastenings effectively prevent a creeping ofthe rails, having simultaneously and in addition most of the otheraforedescribed inventive advantages, they are not required for theadjustment of the track gauge. Therefore, the fastenlngs are necessarilyprovided on all the sleeper-s in a row only and as many as may berequired to prevent creeping may be used. For instance only -alternatingsleepers may be provided with two clips on the gauge side of the rails.

FIG. 25 shows such an 'assembly in which the fastenings are partly inthe initial position for laying the rails, while lthe clamps are notprovided on the following sleeper, so the next sleeper shows thefastenings overriding the base of the rails in working position. FIG. 26shows a top plan View of an embodiment in which the fastening is rivetedto the beming plate. FIG. 27 is Ia top plan view in which the fastenings`are shown in iinal assembled relationship. FIG. 28 is a fragmentaryenlarged top plan View illustrating the assembled relationship of thefastening device with the rail. FIG. 29 is a side elevation taken alonglines Z-Z of FIG. 28. FIG. 30 shows a side View of a ilat steel springC4, one end G4 of which is arcuate in configuration defining a camshaped corner, with its adjacent corner defining 6 an acute angle. Theother end B4 of the at lis subsequently formed into a right handed orleft handed clip which is suitable to override the rail as shown in planand elevation of the completed assembly by FIG. 28 and FIG. 29. In FIGS.25 to 27, A defines the rail, B the bearing plate or rail seat on thesleeper, Cllr and C41 the right and left handed clamps rivetedsemi-rigidly to the bearing plate through hole D2. The rail base issecured between the shoulder S of the bearing plate and the cam shapedarm G4 of the clamp. The acute corner of arm G4 stops the' turningmovement of the clamp on the pivot D2. After a clamp has been turnedinto positions shown in FIGS. 28 and 29, the clip arm E4 will fullyoverride the inclined plane F on the rail base land the dog spike Tadjoining the acute corner of arm G4 .then stops any further movement ofthe clam-p. Thi-s arrangement ensures a reliable checking againstcreeping in either direction, even though all the clamps `areone/handed, eg., left handed. The fastening can, however, always be madeat right and left hands when warranted by the severity of the creeping.

I claim:

1. Clip means for securing nails to sleepers comprising a substantiallyplanar base portion, said base portion having means for mounting same tothe top surface of a sleeper in pivotal relationship in a horizontalplane with respect thereto, one end of said base portion having acamming edge for engagement with the side edge of the base of a rail, aresilient top portion secured at one end to the opposite end of saidbase portion in spaced relationship by an intermediate resilient portionsubstantial-ly arcuate in its vertical plane, said top portion extendingin the direction of the rail land being of a length greater than saidbase portion to engage the top surface of the base of said rail.

2. Clip means in accordance with claim l wherein the free end of saidtop portion is curved in a plane substantially parallel to the plane ofthe base portion.

3. Clip means in accordance with claim 1 wherein the free end of saidtop portion is upwardly inclined in a plane substantially parallel tothe plane of the top surface of the base of the rail.

4. A rail holding device comprising in combination, a rail resting on asleeper; clip means comprising a substantially planar base portionsecured to the top surface of the sleeper in pivotal relationship in ahorizontal plane, one end of said base portion having a camming edge inengagement -with the side edge of the base of said rail, a resilient topportion secured at one end to the opposite end of said base portion inspaced relationship by an intermediate resilient portion substantiallyarcuate in its vertical plane, said top portion being of a lengthgreater than said base portion with the end thereof being in engagementwith the top surface of the base of said rail.

5. A rail holding device in accordance with claim 4 wherein the free endof said top portion is curved in a plane substantially parallel to theplane of the base portion with the underside of said curved portionengaging the top surface of the base of said rail.

6. A rail holding device in accordance with claim 4 wherein the free endof said top portion is upwardly inclined to engage the top inclinedsurface of the base of the rail.

7. A method of laying tracks having a rail resting on a sleepercomprising securing a pair of r-ail holding clip means to the sleeper inpivotal relation-ship in a horizontal plane with respect thereto, saidrail holding means being spaced in opposed relationship from one anothera distance greater than the width of the rail, said rail holding meanshaving a bottom camming means and a top resilient holding means,positioning a rail to said sleeper between said rail holding means, `andpivoting said rail holding means unti-l the bottom camming means engagesthe side edge of the base of the rail and the top holding means engagesthe top surface of the base of the rail.

References Cited in the le of this patent UNITED STATES PATENTS 8Holland Jan. 12, 1926 Holst May 31, 1927 Carncross Oct. 6, 1936 HealdMay 25, 1943 Boyce et al. Sept. 5, 1944 Cantrell et al. Sept. 5, 1944Smithers Aug. 3, 1948 Sonneville Aug. 30, 1949

